thomson



(No Model.) 2 Sheets-Sheet;` 1.

R. THOMSON.

GAR FENDER.`

No. 524,918.. Patented Aug. 21, 1894. y

1 I 90a fw/TNESSES.- 4f /NvE/VTOH ATTORNEYS.

'mz cams Pz-rzns co., PHowMrHm WASHINGTON, n. c.

(No M0de1.) V 2 sheets-sheet 2.

R. THOMSON. Y,

GAR FENDER. No. 524,918. Patented Aug. 21, 1894.

an: Ny

/NVENTOH s A TTOHN E Y S.

W/TNESSES:

UNITED ,STATES PATENT OFFICE. l

ROBERT THOMSON, OE BROOKLYN, NEw YORK, ASSIGNOR OE ONETOURT To JOSEPH NORwOOD, OE SAME PLACE. i

OAR-PEN DER.

SFECIFICATION formingpart of Letters Patent No. 524,918, dated August 21, 1894.

Application filed February 8, 1894. Serial No. 499,544. (No model.)

To al? whomA t may concern:

Be 1t known that I, ROBERT THOMSON, of

` Brooklyn, in the countyof Kings and State of New York, have invented a new and useful Improved Car-Fender, of which the following 1S a full, clear, and exact description.

My invention relates to improvements in" car fender devices, for aiording protection to I v apron that will be brought into 'contact with a person in front of it, pick up the person wlthout injury, and afford safe support to the party on it until the car is stopped.

To these ends, my invention consists in the construction and combination of parts, as is hereinafter-described and claimed.

Reference is to be had to the accompanying drawings, forming a part of this specification, 1n which similar figures and letters of reference indicate corresponding parts in all the views shown.

Figure 1 is a side vi'ew of the improvement, 1n position on the end of a car shown in part. Fig. 2 is a plan view of the parts shown in Fig. l. Fig. 3 is a sectional side view, on the line 3-3 in Fig. 2. Fig.4 is a transverse sectional view on the line 4--4 in Fig. 2. Fig. 5 1s an enlarged partly sectional side view of details taken opposite the arrow 5 in Fig. 2, and on the line 5-5 in Fig. 6. Fig. 6 is a transverse sectional view on the line 6-6 in Fig. 5. Fig. 7 is an enlarged, longitudinal partly sectional view of details located opposite the arrow 7 in Fig. 2, and taken on the line 7--7 in Fig. 8. Fig. Sis a front view of parts located opposite the arrow 8 in Figs. 3 and 7; and Fig. 9 is an enlarged transverse sectional view of a front portion of the device, on the line 9-9 in Fig. 2.

, A thin plate metal frame is provided, com- Vprising a strip of preferably elastic, strong material, that is bent twice at an equal and suitable distance from the longitudinal center at-right angles and in the same direction, so as to produce two parallel limbs 10 and a front cross bar 10, The frame portions 10, 10, are stiifened by the crossed braces 1l, that are arranged in X-shape, and have their ends affixed upon the limbs 10, as indicated in Fig. 2, and these crossed braces which are secured together where they engage each other, are located near the front of the frame. The corners formed by bending the limbs 10, from the front transverse bar 10a, are rounded as shown in Fig. 2, and these integral parts together form what is preferably termed a border frame. i

Two similar standards 12, are furnished for the frame of the device, these parts consisting of two cylindrical bars of proper length for eective service, each .having a rectangular slot transversely formed near the lower end, i`or the reception of the flattened ends of a transverse bar 10b, that is a rear member of the substantially rectangular frame before mentioned the side limbs 10 of which are provided with bolt extensions 10c at their rear ends, which are threaded on their extremities for the reception of nuts, and are slid freely through aligned perforations formed in the standards and frame-bar 10b, at each end.

The structural portions that `have been described form the fender frame and are sustained in position so as to project from the front end of a car A, by detachable connections that are of a similar construction at each side of the car, each support comprising a horizontal arm 13, which is clamped by boxes to the longitudinal frame'timbers of the car, at two point-s sufficiently separated Y to retain the arms stably in place, these4 clamping boxes 13a, 13b, being so formed that they will allow the arms to be longitudinallyV adjusted as occasion may require. The arms 13 are affixed upon the standards l2 at acorrect distance from the lower ends of the latter named parts.

It is intended to utilize the improved safety device at either end of the car that may happen to be front in service, it being necessary to facilitate such a change that the arms 13 be made removable from their supporting boxes. To this end, the forward boxes 13a are specially formed as plainly shown in Figs.

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g l y 524,918l

and 6; the boxes mentioned being alike at each end of the car, a description of those on one side will sufce for both. The box 13a represented in the figures named, consists of 5 a substantially L-shaped metal block that is secured below and at'the front of the car platform, having a longitudinal perforation formed in it near the lower edge and at the transverse center, an 4open recess being forio wardly formed in the block from which the longitudinal perforation extends. The part of the box body or block that projects upwardly in frontv of the car dasher is vertically slotted in rectangular form, and-said slot be- [5 ing slightly converged between its front and rear Walls toward the bottom, intersects the open recess of the block so that a keeper wedge 13C may be slid from above into the upright wedge-shaped slot, and being closely 2o fitted when fully inserted, will thus be supported in position with its lower half projected -Within'the recess, as shown in Figs. 5 v

and 6. A collar 13d is formed on each arm 13, at an equal distance from the frame standards l2, that is sufticient to permit the arms to forwardly extend for a proper support of the fender frame, a brace bar 14 being diagonally extended downwardly and rearwardly from each standard near its top tov engage 3o one of the arms 13, said braces having their engaged ends firmly secured to the parts they serve to sustain. The thickness of each collar 13d is so proportioned that'they will be clamped in place by thawedges 13c when the latter are fully inserted, to permit which the lower ends of the wedges are open slotted at their transverse centers, which will allow them to pass down over the arms 13, that enter the wedge slots, as indicated in Fig. 6,. 4o said wedges being usually shackled by chains to prevent accidental displacement.

To enable the transfer of the improved car fender from one end of the car to the other end, as may be be necessary if there is no provision made to turn the car at the ends of the road, duplicate sets of boxes 18a, 13b are furnished, which are secured upon the car at -each end, as has-been explained.

The border frame 'is afforded suspensory 5o support by the hanger rods 15, Whichsare of an equal length, are preferably given a cylindrical form, and have rounded flattened and laterally perforated bossesfor-med on their ends to permit them to be pivoted upon the end portions of a top transverse frame bar 12a that passes through the transversely perforated upper ends of the standards 12, and the rods Al5 are thereon loosely secured by any preferred means. 1

The points of attachment of4 the hanger rods 15 on the limbs 10 ot' the fender frame are equally distant from the rear frame bar 10b, and nearer to said transverse piece than to the front bar 10a, their relative lengthand degree of forward and downward inclination adapting these rods to normally support the parts l0, 10aot` the vframe in a horizontal position. The lower endsof the hanger rods f have contact with the. limbs 10 on their inner surfaces, and the rods are sustained in pivotal connection with said limbs by the cross bar 10e, that is loosely secured by its ends in theperforated bosses of the hanger rods and firmly fastened in the limbs 10 of the border frame, so that the latter will receive additional strength from the cross bar.

Upon the inner sides of the frame limbs 10, the similar plate springs 16, are secured by their front ends that are located below the ybraces 1l, and as shown in Figs. 2 and 3, the thin fiat bodies of the springs 16 are penetrated by the cross bar 10e, and further secured by rivets or bolts to thelimbs 10 at the rear of and near to the crossbar. From the points of attachment of the springs 16 to the limbs l0 just mentioned, said springs are inwardly projected, forming cu-rved corners where they are bent, and at a; suitable and equal distancefrom the` limbs 10, the plate springs 16 are curve-bent toy produce a half circular portion on each, returning their rear ends toward the sides ot'- the border frame, which. end portions are. tirmlysecured upon the front sideof the rear frame bar 10b, as shown in Figs. 2 and 3, thus producing elastic bow springs that are adapted to have resilient action when the bordervframe is pressed'from` the front, and elastically yield to torsional strain if said frame isloaded upon its upper surface.

The top of the fender frameis covered with elastic woven wire fabric 17, that is secured upon Lthe border frame, and also extended from thecross bar 10c upwardly, having its side edges attached upon the hanger rods 15,

. thus providing a yielding cushion-like support for a person thrown upon it.-

Atthe front of the border frame of the device, a semi-tubular elastic cushionY piece 18 is attached upon the cross barklOd, as plainly shown in Figs. Band- 9, thispiece serving to prevent injury to the limbs of a party who may be struck while on the railway track. Two similar elastic tubular guard pieces 19 are provided, which have connection with the top cross bar 12, and thence aredownwardly and forwardlyextended tohengage wit-h the border frame limbs 10, near the front frame bar 10a, and-preferably the ends of the guard pieces arefurnished with hooks that afford means to detachably secure these parts to the top frame bar and limbs mentioned.

In, the car platform nearits transverse center, and at the rear of` the upright dasher, a longitudinal slot is formed for the reception of the upper end of the depending arm 20, which is shaped to hook upon the rear edge of the slot, as represented at 20min` Fig. 7, and have secure contact at the rear, in the slot, the transversely grooved rear` portion of the' head of the arm serving to sustain the arm against rearward vibration at its lower end when it is slid completelyV rearward in IOO IIO

There is sufficient space at the front of the arm 20, in the slot it occupies, to permit thefreeinsertion of a latch-,bar 2l, which bar has a tooth 21a formed ou its rear side for alatchlng engagement with a similar tooth on the front of the arm 20, at its upper end, as clearly shown in Fig. 7. i A retracting plate spring 22 is secured by lits upper end to the arm 20, preferably as shown in Fig. 7, which Vindicates the introduction of the spring end within a slot in the arm formed from its rear side, the arm and spring. being riveted t0-` insertion and free movementof` a chain 23,`

that rests on a transverse cylindrical'bolt which is supported by the scroll of the spring end. Onthe lower terminal of the arm 20, a groovedpulley 20b is pivotally secured, it being located in a verticalslot formed in the arm, as shown in Fig. 8. One end of vthe chain orwire rope 23 is attached to an `eye formed on the lower end of the latch bar 21, and thence is downwardly extended toengage the grooved pulley 2Gb on thelower portion of its edge, from which the flexible connection trends rearwardly to be attached by its rear end to the `cross `bolt in the lower slotted end of the spring 22. Another chain 23:L is secured to said boltand forwardly extended to have its front end attached to the cross braces l1, at their point of contact with each other,`as shown in Figs. 2 and 3.

The retracting plate spring 22 may be reinforced in its upper-portion by the shorter plate spring 22, that is lapped upon its front slde as shown, and is thereto attached by the means provided to secure the main portion of said spring to the arm 20. The flexible connection 23, is drawn sufficiently taut to bend the spring 22 forwardly at its lower end when thearm 20 is latched fast to the bar 2l, which adjustment is eected with the border frame of the device in a horizontal position and the chain 23a drawn taut.

As shown in Figs. 2 and 3, the latch bar 21,

u has a handle loop formed onits upper end,

for its convenient manipulation, said loop preventing the bar from sliding entirely out" of the slot of the platform in a downward di rection.

The normal position of parts when the improved fender is not in service is shown in Fig. 1, the border frame of the device being` ion by its yielding, will absorb a portion of the force of concussion, and prevent a fracthe fender to slide rearwardly, compressing l the bow springs 16 so that they will take the form represented by dotted lines `inFig. 2,

and as the rearward movement of theborder frame and parts on its top surface will rock the hanger rods 15 rearwardly a corresponding degree, their nearer approach to a perpendicular plane will tend to rock the border frame of the fender into an inclined plane, the front edge approaching the railroad track, as represented in Fig. 3.

When the brakeman or motorman in charge of the front of the car having the improvement notices a child or person prostrate or otherwise located on the track, he can instantly detach the latch bar 2l by a stroke of his foot, which will permit the full force of the spring 22 to be exerted on the projected lower portion of the fender, and as this spring is stronger than the bow springs 16, the latter will be compressed and the border fra-me derwill be measurably prevented from rolling off the fender at thetsides, and as the border frame of the device is intended to be made of a greater width than the railroad track proper, if a party struck should fall off at the side of the fender, no injury from the car wheels will result. y

lt is claimed for this improvement, that by its peculiar construction, injury to the lower limbs of a `person hit by the device will be to a greatextent avoided, and that when a party is picked up, or falls upon the fender, no serious injury can be indicted, the shock of contact being largely absorbed by the bow springs 16, and resilient cover of the fender scribed.

2. In a car fender, the combination with the border frame arranged to rock and slide IOO IIO

IZO

on supported upright standards, of two bow springs within the frame, and hanger rods adapted to swing from the tops of the standards and pivoted at their lower ends to the frame, substantially as described.

3. In a car fender, the combination with two upright standards, and two braced arms connectible with a car frame, of a border frame slidably secured to the lower part `of the standards, two bow-springs within the frame that normally project/it forward, an elastic cover, and two pivoted hanger rods for the frame, substantially as described.

4. In a car fender, the combination, with a slidably supported and spring-cushioned when s aid spring retraots, substantially as described.

6. In a car fender, the combination, with a frame that is spring-cushioned and supported to slide rearwardly and rock downwardly at the front, of a co-acting spring device com- 'prising a pendent arm on the car, a latch bar therefor adapted to hold the arm in place, a plate spring, -a flexible connection between the free end of said spring and the lower end of the latch bar, and another flexible connection extended from the end of the spring to a part of the frame, substantially as described.

ROBERT THOMSON. Witnesses:

JNO. M. RITTER, WM. P. PATTON. 

